PROBLEMY KOLEJNICTWA RAILWAY REPORTS Zeszyt 182 (March 2019) ISSN 0552-2145 (print) ISSN 2544-9451 (on-line) 153

Gap Between the Coach and Platform – Solutions for Improving Accessibility

Janusz POLIŃSKI1

Summary Easy access from platforms to is limited by the free space between the platform edge and coach fl oor, named the gap. Th e standard defi nition of the gap is described together with a description of all the diffi culties aff ecting passengers, arising from diff erent platform heights and diff erent passenger vehicle fl oor placements over the rail head. Th e gap is a cause of ac- cidents. Th e article describes techniques which are used to reduce the gap’s infl uence on passenger safety (metro, railway), which may relate to the , technical solutions associated with vehicles or platforms, as well as organizational solutions related with appropriate information.

Keywords: , accessibility, gap

1. Introduction ments conservator protection or have a historical character). It should be mentioned that design- Entering a train by a passenger is associated with ing platforms with the heights of 380 and 960 mm passing over the free space present between the coach means obtaining derogation from technical and (fl oor or access step) and the platform edge. Such construction rules aft er obtaining a positive indi- a space is popularly named the gap. Matters concern- vidual opinion of the PKP PLK S.A. board [13]. ing the accessibility of passenger trains for passengers  Gauge (clearance) of the tracks, with which the from platforms are associated with several fi elds. In and are associated; the case of European railways, those fi elds regard: Th e European railway network does not have just  Platform height – the platforms which are used one gauge2, have diff erent heights, which hinders actions fo-  Type of transport rolling stock; from the perspec- cused on safe train accessibility for passengers, tive of the gap hindering transport rolling stock including persons with disabilities and persons accessibility, highly important roles are played by: with reduced mobility. Currently, platforms with  fl oor placements over the rail head, a height of 760 mm over the rail head are treated  placement of the coach entrances (near end as standard ones, i.e. ones which ensure normative walls, in the centre of the car body), accessibility conditions for all types of entrances  number of steps in the coach (two, three, no into passenger trains, according to UIC fi che 741 steps), OR [12]. Platforms with a height of 960 mm are  Capability of utilising in international transport dedicated only for railway vehicles operating in ag- rolling stock running on tracks with other track glomerations and with appropriate coach entrance gauges, e.g. possible runs of normal gauge vehicles area constructions. Platforms with a height of 380 on a wide gauge network, causing enlargement of mm are used in cases justifi ed by special opera- the space between the platform edge and the step tional or architectural functionalities of individual or edge of the fl oor of the coach, platforms (e.g. -railway platforms, platforms  Placement of the platform; platforms along at stations in which buildings, constructions or a straight track, platforms along a curve in the functional arrangements are subject to the monu- track.

1 Ph.D. Eng.; Railway Institute, Railway Track and Operation Department; e-mail: [email protected]. 2 Basic is 1435 mm, however, other track gauges are present: 1520 mm (Lithuania, Latvia, Estonia, Russia, Belarus and Ukra- ine), 1524 (Finland) and 1668 mm (Spain and Portugal). 154 Poliński J.

Th e gap constitutes an important hindrance for persons entering the train, as it is not possible to eliminate the gap. It especially aff ects passengers with disabilities and persons with reduced mobility. Th ere- fore, diff erent actions are undertaken, from organi- sational ones to technical ones. On one hand, these are aimed at ensuring maximum safety while passing over the free space between the coach and platform, and on the other hand at ensuring improvement of the trains accessibility for passengers. Such activities can be grouped as associated with:  track,  platform,  transport rolling stock,  information.

Th e aim of the article is to provide a closer look Fig. 2. Placement of the platform edge in relation to the track at the issues associated with the gap infl uence on ac- (a) [8], aff ecting placement of the vehicles stopping at platforms cessibility and on the undertaken remedial actions, along a curve in the track [5] which are aimed at reducing the consequences of the gap’s existence. An example of a structure gauge GA (GUA) for a 1435 mm track is shown in Figure 3. Th e gap size is infl uenced by many parameters. Among those, the 2. Defi nition of the gap and its parameters following parameters should be mentioned:  fi xed parameters associated with infrastructure – Matters regarding the gap are described in the Fig. 2 (e.g. platform height and its placement on standard PN-EN 15273-3 Railway applications – Gaug- the inner side of a curve, the outer side of a curve es – Part 3: Structure gauges [8]. According to the quot- and along a straight line, size of the curve radius ed standard, the gap is a two-dimensional area between which infl uences the of the track) and varia- the platform edge and vehicle step. Th is area – as shown ble parameters associated with infrastructure (e.g. in Figure 1 – is described by two dimensions, i.e.: constructional tolerances and maintenance toler- ances),  hlacvertical distance measured between the plat- form edge and vehicle step,  fi xed parameters associated with vehicle charac- teristics (e.g. placement of the fl oor in relation to  blac horizontal distance measured between the platform edge and vehicle step. the rail running surface, number of access steps and distances between them, distances between bogie pivots, placement of the entrances in rela- Values of the parameters hlac and blac depend on: tion to bogie pivots, etc.),  bq distance between the platform edge and centre line of the track [m],  variable parameters, resulting from placement of the steps in relation to the track centre line (in-  hq platform height [m]. Th ese parameters are shown in Figure 2. fl uenced by allowances and wear e.g. wear of the fl anges of the wheelsets).

3. Reducing accessibility issues related to the gap

Analyses of the placement of the steps in a coach, as well as placement of its fl oor over the rail head, are important during analysis of the size of the gap. In accordance with UIC fi che 560 [12] and UIC fi che 741 [12], two types of entrances in coaches are distin- guished, i.e.: Fig. 1. Constituents important for analysed matters [8]: 1)  with three steps (four levels), platform, 2 vehicle step, 3) structure gauge outline, 4) vehicle outline  with two steps (three levels). Gap Between the Coach and Platform – Solutions for Improving Train Accessibility 155

A detailed description of the matters related, among the platform edge and vehicle step (width of the gap), others, to rules applicable to the placement of the ac- which further lowers accessibility and the safety of cess steps in passenger coaches and platform heights is train boarding. Th is is shown in Figure 4. available in a work by Frączek and Pałyga [3]. It emerges from the information quoted above that the size of the gap is infl uenced signifi cantly by the distance between the platform edge and the track centre line. In accord- ance with the statement in § 98 subsection 7. of the Regulation on the technical conditions applicable to railway constructions and their placement, which reads: “Th e distance from the platform edge to track centre line should be designed in respect to structure gauge requirements”, use of the PN-EN 15273-3 standard is obligatory [8]. It is also coherent with the statements of the technical specifi cations for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European Union (TSI Infrastructure), as well as with statements of the above quoted technical standards and Instruction Id-1 (D-1). According to the amended na- tional regulations and internal regulations of PKP PLK Fig. 4. Enlarged horizontal distance measured between the S.A. dedicated for platforms with heights of 550 mm platform edge and vehicle step in the case of the structure and 760 mm3, the distance from the platform edge to gauge 1-WP [14] the track centre line should be nominally 1675 mm, and should not be less than 1650 mm in service. Th e vertical distance measured between the plat- form edge and vehicle step is a further element infl u- encing accessibility. Its negative infl uence grows with the inappropriateness of the transport rolling stock for platforms. Unifi cation of their heights to 760 mm is currently being performed step by step. In accordance with the data presented in the National Implementa- tion Plan for the TSI PRM [9], out of 4700 platforms, 509 platforms have a height of 760 mm (10.8%). It should be mentioned that railway undertakings op- erate transport rolling stock with diff erent technical solutions. Th is further hinders accessibility. In that respect, two types of hindering eff ects exist, i.e.:  the coach fl oor is below the platform edge – Figure 5,

Fig. 3. Example of a structure gauge outline applied on European railways [8]: 1) platform edge mounting zone for platforms with heights from 550 to 1000 mm

It should be underlined that on some Polish rail- way lines, with a 1435 mm gauge, the structure gauge is 1-WM, which is obligatory on railways with a track gauge of 1520 mm. Th e distance between the platform edge and track centre line, which is required for such a structure gauge, is 1725 mm. Th is results in enlarge- ment of the horizontal distance measured between Fig. 5. Coach fl oor below the platform edge [photo. by Piotr Gondek]

3 Basic platform height recommended by the TSI Infrastructure. In the case of Poland, the basic platform height for the modernization and construction of platforms presently equals 760 mm [9]. 156 Poliński J.

 the coach fl oor is above the platform edge – Figure 6, fl uence on incidents on platforms, which are exposed to weather factors.

Fig. 6. Coach fl oor above the platform edge [photo. by Piotr Gondek]

In the cases shown above, it is not possible to apply cheap vehicle boarding aids, which can be operated in a simple way.

4. Activities minimizing the gap infl uence on passenger safety

Th e presence of the gap (Fig. 7a) is a cause of ac- cidents – Figures 7b) and 7c). Th erefore, many rail transport managers seek diff erent solutions, which on one hand ensure higher accessibility of railway trans- port vehicles and, on the other hand, improve the safety of passengers getting into or out of the trains. Up to now, many activities minimizing the gap infl uence on passenger safety are applied in under- ground systems. Th at is relatively easy, thanks to uniform platform heights and respective adaptation of the transport rolling stock. In relation to railway transport, diff erentiated platform heights and diff er- entiated transport rolling stock in service still consti- tute a problem. Th erefore, it is worth taking a closer look at the directions utilised by solutions, which are aimed at improving safety and enlarging accessibility of the trains from platforms. According to the results of research conducted by the Rail Safety and Standards Bard, which are quoted in [4], the number of accidents increases by nearly 5% when the platform is wet or glaciated. When the platform is wet and glaciated at the same time, the frequency of accidents increases by nearly 20%. More accidents are recorded in winter months than in sum- mer months [7]. Fig. 7. Troublesome gap (a) [6], accidents caused by the gap (b, c) Research precisely presenting safety matters in the [15, 16] Bangkok mass transport system platforms has proven, also as a result of questionnaires fi lled in by passen- gers, that in the case of wind and rain people are more cautious [10]. It seems, based on those results, that Interesting statements regarding matters concern- adverse weather conditions can have an important in- ing the gap between the platform edge and vehicle can Gap Between the Coach and Platform – Solutions for Improving Train Accessibility 157

Fig. 8. Th e way to move the platform edge towards the track centre line on the MTA Long Island Rail Road in New York agglomeration [4, 5]

be found in a publication by USA Federal Railroad Administration, pointing out the essence of enhanc- ing passenger awareness in that respect. It encourages the use of voice announcements, signs, posters, bro- chures, information put on tickets and video fi lms, etc. One of the interesting aspects in simple voice an- nouncements was involving stars in giving informa- tion. Th e theory states that more people pay attention to voices which they recognise from television pro- grams, politics or fi lms [2].

4.1. Platform edges durably moved towards the track centre lines Fig. 9. Solution on agglomeration railroads in Ottawa [4] Th ere are railway lines in operation in Poland on which platforms were constructed respecting 4.2. Tracks moved towards the platform edge the structure gauge 1-WM (dedicated for tracks of 1520 mm). Since wide gauge rolling stock no longer On railway lines on which mixed operation is per- enters the PKP network, this only constitutes addi- formed (freight and passenger traffi c), keeping wider tional widening of the gap for passenger rolling stock, distances between the platform edge and track cen- as shown in Figure 4. An interesting solution, which tre line is justifi ed by the transport of out-of-gauge can minimize the width of the gap and is utilised by loads. In order to ensure, on one hand, transport ca- MTA Long Island Rail Road, is to minimize the gap pability for such freight trains and, on the other hand, in such cases by fi xing wooden beams to the edge of a minimized gap for passenger trains, a special con- platforms. Th is is shown in Figure 8. structional solution was applied. An additional track On one of the lines in Ottawa, the problem of the moved towards the platform edge was constructed existing gap was solved in another way. It concerned along the platform. One example of this method can agglomeration railroads on which only one type of be found on the Westside Express Service (WES) line train operates and where there is no freight transport. operated by the Tri-County Metropolitan Transporta- Wooden plates were mounted to the edges of plat- tion District of Oregon (Trimet) in Portland in Or- forms. Th e plates are placed only in places where the egon – Figure 10a), and a second one in Kaufungen in doors are present when trains stop – Figure 9. Germany – Figure 10b). 158 Poliński J.

Fig. 10. Moved tracks [9]: a) Portland – USA, b) Kaufungen – Germany [17]

4.3. Diff erentiated height of a single platform Th e height of the part of the platform levelled with the height of the coach fl oor over the rail head allows use One of the most signifi cant hindrances regarding of extra simple technical solutions (step boards), which easy access to trains is diff erentiated platform heights. are user-friendly and cheap in purchase and operation. It is worth mentioning solutions utilised in that re- spect both by Canadian Railways and North-America 4.4. Devices fi xed to the platform construction Railroads. For example, in Canada most platforms are low. In order to ease access for persons with dis- Special construction footbridges, which constitute abilities and persons with reduced mobility, platforms platform elements, are used on railway lines which are equipped with short (10 to 15 metres long) pave- are used during the day for passenger transport and ments raised up to the height of the coach fl oor – Fig- during the night for freight transport. Th ey are in- ure 11a). Linking platforms with the small platforms corporated into the platform construction in places is obtained thanks to stairs, ramps and sometimes in which the doors of stopped passenger vehicles are lift s. It should be mentioned that disabled passengers located (Sprinter system). Th e device is utilise a specially adapted coach, which stops at the equipped with a hydraulic drive. Laid down, it moves raised part of the platform. Passengers enter the train the platform edge towards the vehicle. Laid up, it en- over a step board, manually laid down by the train sures continuity of the platform fence protecting the crew, which is made of duralumin – Figure 11 b). track ready for freight transport.

Fig. 11. Canadian Railways: a) raised part of platform [19], b) laid down step board [18] Gap Between the Coach and Platform – Solutions for Improving Train Accessibility 159

Fig. 12. View of a laid down footbridge (a) [4], laid up footbridge (b) [20]

Such a solution has been applied by NCTD Rail- 4.5. Devices which are moving way on one of its lines in California used for the trans- on the platform portation of out-of-gauge loads. Footbridges are con- trolled remotely by train dispatchers from the central Platform lift s are also considered as boarding aids control centre. Freight trains can enter the track aft er easing access from the platform to train. Usually, such proving, via the system display and platform super- devices are operated manually, are user-friendly in vising cameras, that all footbridges are laid up. Ad- operation and use, and can be moved on the platform ditionally, the laying of each footbridge is associated pavement. Th ey enable entrance to a coach adapted with train signalling. If not all footbridges are laid for wheelchair user passengers, both for manual up successfully, the signal stays red and forbids train wheelchairs and much heavier ones – electrical. Th e movement. Footbridges are shown in Figure 12. device requires service by trained railway personnel. Slightly diff erent in operation is the RATP BI sys- Due to organizational matters, the platform lift should tem based on a protractile step board emerging from be moved to the stopping place for coaches adapted the platform. Th e solution was tested in 2007 at the for disabled passengers, before train arrival. Place d’Italie in Paris. In addition to Devices of that type are not used in Poland, except placing the device in platforms along a straight track, for tests associated with application at a few bigger this technical solution can be mounted in a way that passenger stations. It should be mentioned that such also ensures constant width of the gap on track curves lift s are, however, commonly used on German, Swiss, – Figure 13. Italian, Slovak and Czech railways. Sample platform lift s used on Swiss and German railways are shown in Figure 14. Constructions of devices which are fi xed to plat- forms are developing continuously. It is worth men- tioning an Italian project named PANDA STATION, which was ended in the year 2017. Th e device can be operated by a disabled person on a wheelchair and can be wheeled manually by railway personnel. Th e possibility of earlier driving into the device by the wheelchair user and moving towards the de- fi ned coach (the coach adapted for disabled persons does not need to stop in a predefi ned place along Fig. 13. Footbridge emerging from a platform [1] the platform) is an advantage of this construction. Storage batteries permit 100 work cycles before the On the basis of the tests already conducted for this next charging. Th e lift can hold 350 kg and can lift solution, it was found that it can be used together with a wheelchair up to the height of 1 metre. Th e solution fully automated train operation [1]. is shown in Figure 15. 160 Poliński J.

Fig. 14. Application of the platform lift : a) Swiss railways [5], b) German railways [22], c) Danish railways [6]

Fig. 15. Lift PANDA STATION [24]: a) view of the lift , b) use of the lift Gap Between the Coach and Platform – Solutions for Improving Train Accessibility 161

4.5. Devices fi xed to the coach construction  the ability to move disabled persons practically from all platform heights to the train board Devices which are mounted in transport rolling and back (providing that the deck of the lift is stock are available at each commercial . equipped with a guarding balustrade). Th is is an advantage of such constructions. Attend- ance of devices is ensured by on-board train staff . A sample lift solution (frequently called an eleva- Such a solution for disabled persons enables access to tor), mounted in Pendolino trains is shown in Figure and egress from the train, and therefore increases the 16a). To utilise the lift for other groups of disabled mobility of that passenger group, even without earlier persons (the lift is not equipped with a balustrade) coordination of the journey. Th is is important both each Pendolino train operated by the railway under- for railway operators (there is no need to organise ac- taking has, at its disposal, a special chair on which cess to a train for a disabled person) and for travellers the passenger sits during operation of the device – (simplifi cation of the arrangement of a journey). In Figure 16b). relation to the technical solutions in utilised devices, they can be divided on the basis of the propulsion  Laid down ramps; this type of solution of devices source into: utilised for gap overpassing is relatively widely  manual devices, and used on Polish railways. Th ey have been devel-  mechanical devices (usually with electrical pro- oped continuously for over ten years. As a result, pulsion). devices of that type are currently simple in use, lightweight, and take little space while in transport On the basis of the technical solution and scope of mode – Figures 17, 18. the application train, boarding aids can be based on  protractile steps used in the case of passenger the following technical solutions: vehicles running on railway lines on which plat-  electrical lift s mounted near coach doors; basi- form edge placement is diff erentiated. When they cally, the lift can serve only one side of the vehicle, are placed on diff erent heights from the rail head, therefore adapted coaches should have two identi- and the car body solution enables easy access from cal lift s as platforms can be located on both sides of high platforms, solutions with protractile steps the coach; a distinguishing feature of such devices are used. Such a solution enables entrance of the is the ability to pass over both the width and height train by healthy passengers and persons with some of the gap, ensuring at the same time: types of disability. Such a solution does not enable  device usage availability both for wheelchair wheeling on by a traveller using a wheelchair and users and for persons with reduced mobility, does not enable stepping in for most persons with

Fig. 16. Lift mounted near the coach doors: a) while lift ing a traveller on a wheelchair [22], b) chair on a lift for persons with reduced mobility who do not use wheelchairs [23] 162 Poliński J.

Fig. 17. Coach type 168A ramp: a) laid down, b) laid up in a coach [photo by NEWAG]

Fig. 18. Laid down step boards: a) German railways [27], b) Austrian railways [28], c) Danish railways [6] Gap Between the Coach and Platform – Solutions for Improving Train Accessibility 163

reduced mobility – Figure 19 in which the vehicle a cover may act as a step (therefore it is frequently type ED74 is shown with propounded steps. named a step). Most oft en, such a solution can be found in rolling stock for urban and agglomeration railways. Railway undertakings which operate rolling stock conformed to platform heights (coach fl oor lo- cated on the platform edge height) utilise such a so- lution only in doors dedicated for wheelchair users and persons with reduced mobility. Examples of both solutions are shown in Figure 20.

4.6. Other solutions

Th is group comprises solutions which can consti- tute installation in a passenger vehicle and platform installation. Diff erent types of drive chute is an exam- Fig. 19. Vehicle type ED74 with propounded steps [29] ple of such a solution. As shown in Figure 21, they are composed of two separate elements, which are used to  protractile or revolvable gap covers; this type of so- guide the wheels of the wheelchair. Th is solution can- lution is used in locations where it is important to im- not be used by other persons with disabilities and per- prove safety while serving a large fl ow of travellers. In sons with reduced mobility. Such solutions are used such cases, when there is a minor diff erence between in places where the diff erence between the platform the heights of the platform edge and coach fl oor, edge and coach fl oor is bigger. Such solutions, how-

Fig. 20. Gap cover [39]: a) protractile, b) revolvable

Fig. 21. Drive chute: a) Swedish railways [25], b) German railways [26] 164 Poliński J. ever, do not belong to safe ones, nevertheless, they are danger areas (meaning: pay attention to the distance utilised in operational practice. between the platform and train or, briefl y, pay atten- tion to the gap). Th is is written in a way that it is read- able both for people on the platform and for people 4.7. Information on platform stepping out from the train – Figure 22. Aside from horizontal character strings put in dan- Aside from the many technical solutions described ger areas, there are also diff erent types of pictograms above, an important role is played by visual and voice informing about the gap, which are put on passenger announcements. In English-speaking countries, stations and platforms (information put vertically) – “” is written along platform edges in Figure 23.

Fig. 22. Character string on platform surface: a) character string readable from the platform (metro) [30], b) character string readable from the coach (metro) [31], c) character string on a railway platform [31]

Fig. 23. Examples of pictograms dedicated to paying attention when passing over the gap between the platform and train [32–34] Gap Between the Coach and Platform – Solutions for Improving Train Accessibility 165

Fig. 24. Information on the coach doors [35–37]

4.8. Information in trains strongly infl uence trains accessibility and is very im- portant for passengers. Th erefore, it can be stated that Information for travellers about imminent danger the level of accessibility has a direct impact on the size when leaving the train is also contained in the interi- of the passenger fl ow (amount of traffi c). ors of vehicles. Th is concerns pictograms put on the inner side of the doors – examples in Figure 24, and also information given on the displays – Figure 25. 6. Conclusions

Th e conducted overview of the technical solutions utilised in rail transport shows that the technical so- lutions used in Poland are associated with transport rolling stock. Hence e.g. platform lift s are not used for improving accessibility. Th e simplest and, at the same time, cheapest solu- tions can be used when the height of the coach fl oor is similar or equal to the platform height. When this condition is not fulfi lled, it is necessary to use such technical solutions which enable passing over the ver- tical and horizontal distance between the platform Fig. 25. Information about the necessity to pay attention to the edge and coach fl oor by passengers – especially by gap when leaving, which are given on a display [38] disabled persons and persons with reduced mobil- ity. For this purpose, diff erent technical solutions are utilised, like lift s mounted near coach doors and laid 5. Luka in the assessment of diff erent people down ramps, etc. Th ere is a high diff erentiation between platform In the year 2014, the SKM in Tricity carried out heights in Poland and transport rolling stock in oper- a survey for passengers asking: Does the space be- ation. Upgrading of the infrastructure and moderni- tween the train and platform constitute a signifi cant zation of the utilised rolling stock fl eet is long lasting hindrance for passengers? Th ere were four possible and requires high fi nancial input for realisation. Data answers. In that respect, 1793 persons responded. Th e in that respect are included, among others, in the Na- following answers were obtained: tional Implementation Plan for the TSI PRM. Th ere-  YES, many persons resigned from getting around fore, gap overpassing passenger safety matters will be with SKM trains – 58%, important for rail transport for a long time.  YES, however, the problem concerns only a small Th e overview of the technical solutions utilised group of passengers – 30%, abroad permits the assumption that in Poland due at-  NO, aft er all, this distance is not so big to hinder tention is not paid to information for passengers about access or egress – 7%, the dangers arising from passing over the gap between  NO, this is a short distance, moreover, more and the platform and coach. Appropriate marking of plat- more trains are equipped with special decks, which forms with horizontal information (character strings can be laid down on passenger demand – 5%. put in a danger area) and vertical information (picto- grams) should be provided by infrastructure manag- Th is survey proves that matters associated with ers. As character strings are not present either in the the gap between the platform edge and coach fl oor metro or on railways, there is a chance to elaborate the 166 Poliński J. graphic elements together. Similar activities should be 13. Wytyczne w sprawie doboru wysokości peronów na undertaken by railway operators in their rolling stock. liniach kolejowych zarządzanych przez PKP Polskie Th ey should elaborate together appropriate graphic Linie Kolejowe S.A. Id-118, Warszawa, 2013. elements for the inner side of doors, and the content of information appearing on displays, which do exist Źródła internetowe in most of transport rolling stock. 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